Fuel injection control

Abstract: In engine fuel control applications in which a fuel command is issued to control at least a pair of fuel injectors, fuel command compensation is provided to stabilise fuel control from injection to injection while retaining fuel delivery accuracy. Fuel control performance over a control period is modelled and the model stabilised through modern control techniques. Non-linear compensation is applied to reduce any residual fuelling error and both synchronous and asynchronous transient compensation are provided.

Description: This invention relates to a method of and apparatus for controlling the magnitude of a fuel command periodically issued to control at least one pair of fuel injectors of an internal combustion engine. Electronically controlled port fuel injection is known. An electronic controller typically issues a commanded injection time and a commanded injection duration in the form of a timed fuel pulse to individual fuel injectors each of which is dedicated to an individual cylinder of the engine. In conventional sequential port fuel injection, each injector has a dedicated injector driver controlled by the electronic controller and the commanded injection time and duration may be tailored to the individual needs of each of the cylinders. In conventional alternating simultaneous double fire injection (ASDF), a single fuel pulse command is issued to pairs of injectors simultaneously. In some such ASDF applications, a single injector driver electrically drives a pair of injectors and thus provides for fuelling of two cylinders of the engine. Other known ASDF applications may not provide for such injector driver sharing, but may require two fuel commands to be issued simultaneously, such as in a fallback mode of fuel control wherein sequential port fuel injection is at least temporarily not available. For a given ASDF cylinder pair, ASDF control may make only one determination of the fuel requirement for the pair in each engine cycle. Then two fuel pulse commands are issued to the pair per engine cycle in most engine operating ranges. Half of the determined fuel requirement is injected at the first injection time and the other half at the second injection time. In steady state operation where the demand for fuel in the engine is substantially constant, there is substantially no fuel delivery error with such conventional ASDF control. However, ASDF control can introduce significant fuel delivery error during transient manoeuvres, in which the engine operating point may change rapidly without proper fuel command compensation. For example, a commanded pulse width may be calculated just before the first of two fuel commands is to be issued to the pair of cylinders in the ASDF application. The first command properly issues half of this pulse width to the pair of injectors, but by the time the second command of the engine cycle is to be issued, the needs of the engine may have changed to the extent that the uncompensated second pulse does not adequately fuel the pair of cylinders. In a transient manoeuvre in which the engine speed is increasing, the cylinder will be under-fuelled in this case and in a manoeuvre in which the engine speed is decreasing, the cylinder will be over-fuelled. Such errors in fuelling can degrade engine performance and increase levels of undesirable engine exhaust gas constituents. To eliminate such errors, analysis of the fuel requirement at each of the first and second injection times has been attempted. For example, at the time of the first injection, the total fuel requirement for the complete engine cycle is applied. Then at the time of the second injection, the fuel requirement is again determined and the difference between that requirement and the amount of fuel already injected becomes the commanded fuel pulse width for the second injection. While this approach may substantially eliminate fuel delivery error over an engine cycle, it decreases the stability of the fuel control, leading to fuelling oscillations wherein pulse width magnitude can significantly vary from the first injection to the second within a single engine cycle. This can degrade the precision of the air/fuel control in the engine, degrading performance and increasing undesirable engine emissions. Furthermore, analysis of this error reduction approach indicates it is significantly sensitive to noise in the system, wherein unmodelled inputs to the system can lead to fuelling instability and significant fuel delivery error. To further improve engine ASDF fuelling accuracy during transient manoeuvres, it has been proposed to determine an enrichment factor in the form of a change in commanded fuel pulse width once per engine cycle and apply the factor to all cylinders simultaneously. The changing fuelling requirements of the engine may not be provided for in such approaches, for example when the requirement changes significantly in an engine cycle. Research Disclosure 7/1992 p543 no. 33934 discloses a method in accordance with the preamble of claim 1. The present invention seeks to provide improved fuel control. A method of controlling the magnitude of a fuel command in accordance with the present invention is characterised by the features specified in the characterising portion of claim 1. It is possible in some embodiments to provide precise and stable fuelling of an engine especially during transient manoeuvres and especially in ASDF port fuel injection applications. The preferred embodiments can provide an advanced control approach in which fuel delivery error may be substantially eliminated without sacrifice to system stability or to system sensitivity. While widely applicable for fuel delivery control in internal combustion engines, significant shortcomings in fuel control during transient manoeuvres in ASDF fuel control applications can be addressed by some embodiments. In an embodiment, a linear representation of the fuelling behaviour over a control period is developed each time fuel is to be injected. The roots of the characteristic equation of the representation may then be placed through application of either classical or modern control techniques with a goal of stabilising the representation, if necessary. Preferably, non-linear compensation is provided to any residual fuelling error through application of switching surfaces to characterise the residual error, wherein compensation is selectively applied in response to the relationship between the residual error magnitude and at least one switching surface. The switching surface(s) may vary with engine operating conditions, such as with determined engine fuelling requirement. An engine fuel enrichment factor may be calculated each time fuel is to be injected to the engine during a transient manoeuvre to most precisely accommodate changing fuelling requirements. The enrichment factor may be calculated synchronously, such as on an engine event basis, or asynchronously, such as on a time basis. Enrichment factors may then be calibrated so as to provide the appropriate fuel pulse width adjustment for the engine application. Accordingly, precise fuel control can be provided with appropriate attention to control stability. An embodiment of the present invention is described below, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a schematic diagram of an internal combustion engine and engine control hardware in which fuel is controlled by an embodiment of the invention; Figures 2a and 2b are a flow chart of an embodiment of fuel control method; and Figure 3 is a flow chart of a second embodiment of fuel control method. Referring to Figure 1, an internal combustion engine having cylinders CYL1-CYL4 is provided with fuel from a fuel pump (not shown) via fuel conduit 20 to conventional electrically controlled, solenoid type fuel injectors 12-18. Each injector 16-18 is positioned in a respective individual cylinder CYL1-CYL4. A conventional engine coolant temperature sensor 22 senses engine coolant temperature and generates a signal TEMP. Engine intake manifold absolute pressure MAP is sensed by MAP sensor 22, which provides an output signal MAP indicative thereof. A proximity sensor 28, such as a conventional variable reluctance sensor, senses the passage of teeth (not shown) on toothed wheel 26. The sensor 28 outputs a signal RPM the period of which is proportional to the engine operating rate. An engine controller 30, such as a generally available single chip microprocessor, includes well-known constituent elements such as a central processing unit CPU 36, read only memory ROM 32 and random access memory RAM 34. In accordance with well-established engine control practices, the engine controller 30 receives input signals indicative of the present state of various known engine parameters, such as the described MAP, TEMP and RPM and generates appropriate commands, such as ignition and fuel control commands to be issued to various conventional engine control actuators. In the alternating simultaneous double fire fuel injection system (ASDF) applied to a conventional four cylinder internal combustion engine 10 of this embodiment, the engine controller issues two fuel base pulse widths, FA and FB. FA is communicated to PAIR A CONTROLLER 38 which drives the pair of fuel injectors 12 and 18 for cylinder pair A including CYL1 and CYL4 while FB is issued to PAIR B CONTROLLER 40 which drives the pair of fuel injectors 14 and 16 for cylinder pair B including CYL2 and CYL3. In this embodiment, the single command FA controls both of pair A fuel injectors and the single command FB controls both of pair B fuel injectors. In an alternative example, more than one command and more than one controller may be used to control the injector pairs, where the engine controller 30 would issue a common fuel command to multiple controllers substantially simultaneously and each of the controllers would receive the command from the engine controller. Returning to the preferred embodiment, the PAIR A CONTROLLER 38 and the PAIR B CONTROLLER 40 may include conventional injector driver hardware which converts the commands FA and FB to injector drive signals of appropriate magnitude and duration to control the corresponding injectors. In this embodiment, the engine controller 30 determines appropriate values for commands FA and FB through execution of a set of predetermined engine control routines. For example, the routines may include a series of instructions stored in read only memory ROM 32 which the engine controller 30 follows periodically, such as when fuel commands are to be updated. Specifically, the routine of Figures 2a and 2b or 3 may be executed to determine the values of FA and FB. The routine of Figures 2a and 2b is initiated when an engine control event occurs, for example when passage of a tooth on the toothed wheel 26 is sensed, which would indicate the engine is at an angle within an engine cycle at which it would be beneficial to update and issue certain fuel control commands. Upon passage of the tooth, the routine of Figures 2a and 2b is entered at step 60 and proceeds to step 62 to determine if the sensed tooth corresponds to an engine position at which cylinder pair A should be fuelled. For example, the passage of a tooth corresponding to an engine position within an engine cycle at which either CYL1 or CYL4 is undergoing an intake stroke would indicate the need to fuel cylinder pair A. If, at step 62, the sensed tooth corresponds to cylinder pair A, then the routine proceeds to step 64 to set a flag AFLAG to one, indicating that the fuelling requirements of injector pair A are presently under consideration. Next, the routine moves to step 66 to determine, on the basis of known understood fuel control principles, a base fuel requirement BFR for cylinder pair A. For example, the base fuel requirement BFR may be determined from a look-up table stored in ROM 32 as a function of engine speed and engine load. Engine load, which may be described as the air rate through the cylinders of the engine, may be estimated in any conventional manner, such as from a measurement of engine intake air rate or from engine speed, MAP or TEMP. The entries in the BFR look-up table may be determined by conventional engine calibration as the amount of fuel at the engine speed and load needed to achieve a beneficial balance between engine performance, fuel economy and engine emissions performance. After determining the BFR for the presently active injector pair A at step 66, the routine moves to step 68 to store OLDBPWA, the most recent prior fuel command base pulse width for injector pair A, as OLDBPW, for use in subsequent steps of the routine. Next, the routine moves to step 70 described below. Returning to step 62, if the present sensed tooth does not correspond to an engine position at which injector pair A should be actuated, the routine moves to step 72 to determine if the tooth corresponds to an engine position at which injector pair B should be active. If pair B should be active, the routine moves to step 76 to clear AFLAG, indicating that pair A is not active and thus by implication that pair B is presently active. The routine then advances to step 78 to determine a base fuelling requirement BFR for cylinder pair B, for example by obtaining the value BFR from a look-up table stored in ROM 32, in which the entries in the table are determined in the manner described in the calibration of the pair A BFR look-up table of step 66. Next, the routine moves to step 80 to store OLDBPWB as OLDBPW, for use in subsequent steps of the routine. After executing step 68 or 80, the routine proceeds to step 70 to carry out a linear base pulse width BPW calculation to minimise the difference between required fuel and delivered fuel (fuel delivery error) without appreciably decreasing control stability. The equation used to calculate desired fuel base pulse width BPW at a kth iteration of the routine of Figures 2a and 2b is as follows: BPW(k) = bo*BFR(k) + b1*BFR(k-1) + ... - (a1*BPW(k-1) + a2*BPW(k-2) + ... ) in which bo-j and a1-j are fuel delivery gains satisfying the following equation to minimise fuel delivery error 2 * Σai = Σbj + 1. The characteristic equation of equation (1) may be expressed as 1 + Σ(bj * Z -j) = 0. As is generally known in modern control theory design, through placement of the roots of equation (2) within the unit circle in the Z-domain, a stable fuel delivery control may be provided. In the preferred embodiment, equation (1) is simplified and the roots of the characteristic equation placed to yield a stable control by calculating BPW as follows: BPW = 0.75 * BFR - 0.25 * OLDBPW. Returning to Figure 2a, after determining BPW through application of the simplified linear control technique, the routine moves to step 82 to determine a fuel delivery error value ERRBFR, as the difference between the base fuel requirement BFR for the cylinder pair A over an engine cycle and both BPW and OLDBPW, the computed base pulse widths from the most recent two iterations of the routine. In other words, ERRBFR is the difference between the desired fuelling rate over an engine cycle and the amount of fuel actually commanded to a cylinder over an engine cycle. After computing the fuel delivery error at step 82, the routine moves to steps 84-94 to compensate the commanded fuelling rate as a non-linear function of ERRBFR to tailor more closely the compensation to non-linearities in the fuelling system. For example, the approach to non-linear compensation of this embodiment includes the use of switching surfaces, in which a plurality of linear compensators may be applied as a function of a system operating parameter and its relationship to at least one threshold. Furthermore, at least one threshold value may be made adaptable as a function of the degree of prior fuel control success of the system. Specifically to carry out this non-linear compensation, the routine moves to step 84 to select from engine controller memory, such as RAM 34, a value THRESHOLD, which defines a threshold of tolerable ERRBFR magnitude. As will be described, in this embodiment commanded fuel is adjusted so as to maintain the fuel delivery error ERRBFR magnitude less than or equal to THRESHOLD. The system designer, through the use of ordinary skill in engine fuel control, may then set THRESHOLD at a value consistent with tolerable fuel deviation away from the base fuel requirement BFR. In the preferred embodiment, THRESHOLD is adaptive in that it remains fixed at a calibrated value until diagnosed to be inconsistent with system controllability, as will be described. In an alternative embodiment, THRESHOLD may be variable. For example, it may vary according to the following THRESHOLD = K * BFR in which K is a calibrated constant. In this manner, a varying tolerance for fuelling error may be accommodated in the control. For example, at engine operating levels having greater base fuelling requirements (BFRs), fuel system performance may be less sensitive to large fuelling errors than at engine operating levels having smaller BFRs, such as at an engine idle operating level. As such, THRESHOLD may increase in proportion to BFR on system performance, making the control more sensitive to the non-linear effect of ERRBFR at a determined BFR. After determining THRESHOLD at step 84, the routine moves to step 86 to compare the magnitude of ERRBFR to THRESHOLD. If the magnitude of ERRBFR exceeds THRESHOLD, the routine moves to steps 88-94 to limit ERRBFR to THRESHOLD, consistent with the design's maximum tolerable error. Specifically, the routine moves to step 88 to determine the sign of ERRBFR. If the sign of ERRBFR is negative, indicating the commanded fuel for the present engine cycle exceeds the desired base fuel requirement BFR for the present engine cycle by more than THRESHOLD, the routine proceeds to step 90 to determine a commanded fuel base pulse width BPW according to the following BPW = BPW + ERRBFR + THRESHOLD, which provides that the difference between commanded fuel over the most recent two injections (the sum of the adjusted BPW and OLDBPW) and the BFR over the most recent two injections is limited to -THRESHOLD, as described. Alternatively at step 88, if the sign of ERRBFR is positive, the routine moves to step 92 to determine BPW according to a second equation, as follows BPW = BPW + ERRBFR - THRESHOLD, which provides that an updated ERRBFR, which includes BPW as adjusted at step 92, will be limited to THRESHOLD. Through the compensation provided at the above steps 90 and 92, commanded fuel is damped to limit excursions above and below the base fuelling requirement BFR to a design value THRESHOLD. Excursions more than an amount THRESHOLD below BFR over a consecutive pair of injections will be limited to -THRESHOLD through the compensation applied at step 90. Likewise, excursions more than the amount THRESHOLD below BFR over a consecutive pair of injections will be limited to +THRESHOLD through the compensation applied at step 92. Accordingly, fuel delivery oscillations, such as periodic significant variations from injection to injection are limited and minimised. Fuel delivery stability and smoothness are improved, without significant control response degradation. After application of the non-linear compensation of steps 84-92, the routine moves to step 94 to update THRESHOLD as may be necessary in accordance with the adaptive nature of the THRESHOLD of this embodiment. For example, if the magnitude of ERRBFR exceeds THRESHOLD more than a predetermined number of times over a predetermined interval, then THRESHOLD may be increased to compensate for the apparent persistent inability of the system to control fuel precisely. In the preferred embodiment, the magnitude of THRESHOLD may be doubled in such a case. In an alternative embodiment, such as the described alternative embodiment in which THRESHOLD varies in proportion to BFR, the value of K (see equation 3) may be doubled in such a case. Alternatively at step 94, when the magnitude of ERRBFR does not exceed THRESHOLD more than a predetermined number of times over the interval, THRESHOLD may be slowly decayed in magnitude towards zero. In the preferred embodiment, this decay may be through the following THRESHOLD = THRESHOLD * C, in which C may be a constant magnitude, less than but close in magnitude to unity. In an alternative embodiment, such as the described alternative embodiment in which THRESHOLD is varies in proportion to BFR, THRESHOLD may be decayed by decaying the magnitude of K (see equation 3), such as through the following K = K * C2 in which C2 may be a constant less than but close in magnitude to unity. After making any update to THRESHOLD in accordance with the adaptive THRESHOLD of the present embodiment, the routine moves to step 96 to determine if additional transient fuel command compensation is required. It is generally known to adjust engine fuelling rate in response to transient conditions, such as may be sensed by the rate of change in BFR exceeding a predetermined rate of change. For example, a commanded fuel injector pulse width duration may be extended under a transient condition having an increasing fuel requirement and may be retracted under a transient condition having a decreasing fuel requirement. In the preferred embodiment, such adjustments are made synchronously on an injector by injector basis. In an alternative embodiment, as will be described with reference to Figure 3, such adjustments are made asynchronously on an injector by injector basis. Returning to Figure 2b, in the preferred embodiment an enrichment pulse width EPW is determined at step 100 when transient compensation is determined to be required at step 96, for example when the time rate of change in BFR exceeds a predetermined time rate of change. In accordance with generally known transient fuelling enrichment practice, EPW is the amount by which the BPW, already determined in the present routine, is to be adjusted in response to the magnitude of the sensed transient condition. EPW may be obtained from a conventional look-up table in engine controller 30 read only memory ROM 32, from known look-up parameters, such as time rate of change in BFR, engine speed RPM and manifold absolute pressure MAP. EPW should be calibrated through known calibration procedures according to the degree of adjustment in pulse width necessary to provide acceptable engine performance, fuel economy and emissions under the magnitude of the sensed transient condition. EPW may be negative under transient conditions having a decreasing BFR and may be positive otherwise. Returning to step 96 of the routine of Figures 2a and 2b, if transient compensation is required, the routine determines EPW at step 100. If no such compensation is determined to be necessary at step 96, EPW is cleared at step 98. After assigning a value to EPW at either of steps 98 or 100, the routine moves to step 102 to adjust the previously determined base pulse width BPW by the determined EPW. The routine then advances to step 104 to determine a fuel injector off time, which may generally be the present time plus the time represented by the determined BPW. This off time may be stored as a time to execute a time based engine controller interrupt, which interrupt is configured to end automatically the injection period for the active injector pair. Such interrupt control of controller output signals is generally known in the art. The routine then proceeds to step 106 to determine which of the pair A or pair B injectors are active, as indicated by the value stored in RAM variable AFLAG. If AFLAG is set to one, injector pair A is active and the routine moves to step 108 to activate injector pair A by setting output signal FA high for communication to PAIR A CONTROLLER 38. In accordance with generally understood fuel injection practice, PAIR A CONTROLLER will issue a drive command to injector pair A, that is to injectors 12 and 18, sufficient to open injector pair A to allow the pressurised fuel from fuel conduit 20 to pass through the injectors to their respective cylinders CYL1 and CYL4 while the signal FA remains high. In this embodiment, an injection of pair A injectors is initiated at step 108 by setting output signal FA high. In the event AFLAG was low at step 106, indicating pair B injectors 14 and 16 are active, output signal FB would be driven high at step 112 of the routine. In either case, the injector off time determined at sep 104 will be the time the high one of signals FA and FB will be returned low, ending the period of time the associated injector pair injects to the corresponding cylinder pair. This injection termination may occur through execution of an interrupt in engine controller 30 which is set to occur at the determined injector off time, with instruction to return automatically either of output signals FA or FB low, as described generally at step 104. After turning on injector pair A at step 108, the routine moves to step 110 to store the present base pulse width BPW used to determine the injector pair A on time, as OLDBPWA, for use in the next pass through the routine of Figures 2a and 2b in which injector pair A is active. The routine is then exited at step 74, for example to resume any processes which were interrupted by the start of the routine of Figures 2a and 2b. Alternatively, after turning on injector pair B at step 112, the routine moves to step 114 to store the present base pulse width BPW used to determine the injector pair B on time, as OLDBPWB, for use in the next pass through the routine of Figures 2a and 2b in which injector pair B is active. The routine is then exited at step 74, in the manner described. Figure 3 describes an alternative transient compensation approach in which enrichment or enleanment in response to an engine transient condition is applied asynchronously, on a fixed time base and not on an event base, such as the engine position event base on which the synchronous transient fuel compensation of steps 96-102 of the routine of Figures 2a and 2b was applied. Accordingly, in this alternative embodiment, steps 96-102 of the routine of Figure 2b are replaced by the transient fuel compensation provided by the routine of Figure 3. The routine of Figure 3 is executed in the following manner. When the engine controller 30 is operating to control fuel to engine 10, the routine of Figure 3 will be periodically executed, such as approximately every 6.25 milliseconds, starting at step 120. The routine moves from step 120 to step 122 to determine an enrichment pulse width ASYNEPW, which may have a negative value in a transient condition having a decreasing fuel requirement and may have a positive value in transient condition having an increasing fuel requirement. ASYNEPW may be considered to represent negative or positive pulse duration and may have units of time. ASYNEPW will be combined with the BPW determined in Figures 2a and 2b to form a fuel command adjusted for the transient condition, as in the case of the synchronous transient compensation pulse EPW of the preferred embodiment. As in the determination of EPW at step 100 of Figure 2b in the preferred embodiment, the determination of ASYNEPW is made in accordance with generally known transient fuelling enrichment practice. Specifically, ASYNEPW is the amount by which BPW is to be adjusted in response to the magnitude of the sensed transient condition. ASYNEPW may be obtained from a conventional look-up table in engine controller 30 read only memory ROM 32, from known look-up parameters, such as time rate of change in BFR, engine speed RPM, manifold absolute pressure MAP and engine coolant temperature TEMP. ASYNEPW should be calibrated through known calibration procedures according to the degree of adjustment in pulse width BPW necessary to provide acceptable engine performance, fuel economy and emissions under the magnitude of the sensed transient condition. ASYNEPW may be negative under transient conditions having a decreasing BFR and may be positive otherwise, as described. After determining ASYNEPW at step 122, the routine moves to step 124 to determine which injector pair was most recently active. It is the most recent active injector pair which will receive the compensation of the routine of Figure 3. If, at step 124, AFLAG is set to one indicating pair A was most recently active, the routine moves to step 126 to determine if pair A is still injecting, that is if signal FA is still high. This may be determined by analysing the engine controller output port (not shown) through which FA is output, or by analysing the injector off time determined at step 104 of the routine of Figure 2b to ascertain if it exceeds the present time. If at step 126, pair A is still injecting, the determined ASYNEPW will simply be added to the injector off time either to shorten it or lengthen it, as needed to compensate for the determined transient condition. The adjusted injector off time will then dictate the time of the end of the injection to injector pair A. Alternatively at step 126, if pair A is not still on, the routine moves to step 130 to determine a new injector off time from the present time to permit injector pair A to meter fuel for a period of time consistent with the determined ASYNEPW. This off time may be stored as a time to execute an engine controller interrupt configured to end automatically the injection period for injector pair A, such as by returning output signal FA low. After determining off time, the routine moves to sep 132 to turn on injector pair A, such as by setting signal FA high. The signal will return low at the determined off time, as described. After either of steps 128 or 132, the routine of Figure 3 exits via step 142 to resume any engine controller operations which were interrupted to allow execution of the routine of Figure 3. Returning to step 124, if AFLAG is not set to one, indicating injector pair B was most recently active, the routine moves to steps 134-140 to provide asynchronous transient fuel compensation for injector pair B. Specifically, the routine moves to step 134 to determine if pair B is still injecting, in the manner described at step 126 of Figure 3. If pair B is still injecting, the routine moves to step 140 to add the determined ASYNEPW to the injector off time to lengthen it or retract it, according to the sign of ASYNEPW. The routine then exits via step 134, in the manner described. Alternatively, at step 134, if pair B is not still injecting, the routine moves to step 136 to determine a new injector off time as the injection start time plus the time represented by the ASYNEPW determined at step 122. This off time may be used to trigger an interrupt configured to end automatically the injection duration at injector pair B, in the manner outlined in Figures 2a and 2b of the preferred embodiment. After determining an injector off time at step 136, the routine moves to step 138 to start the injection of injector pair B, such as by setting FB to a high level, as described in the preferred embodiment. The routine then exits via step 142 in the manner described.

Claims: A method of controlling the magnitude of a fuel command periodically issued to control at least one pair of fuel injectors of an internal combustion engine, wherein a base fuelling requirement is determined each time the fuel command is to be issued to the pair of injectors, comprising the steps of sensing an engine operating level; determining a present base fuel requirement over an engine cycle on the basis of the sensed engine operating level; developing a fuelling performance model describing the manner in which past base fuel requirements have been provided for over a predetermined control period, as a predetermined function of base fuel requirements and fuel commands issued over the control period; determining a present fuel command on the basis of the developed model; calculating a fuel delivery error as the difference between the present base fuel requirement for the engine cycle and the sum of the present fuel command and a past fuel command; comparing the magnitude of the fuel delivery error to an error threshold value; adjusting the present fuel command so as to reduce the magnitude of the fuel delivery error to the error threshold value when the magnitude of the fuel delivery error exceeds the error threshold value; wherein the adjusted present fuel command is issued to control at least the one pair of fuel injectors; and issuing the present fuel command to control at least the one pair of fuel injectors; characterised in that the error threshold value is varied as a predetermined function of a predetermined engine operating parameter. A method according to claim 1, wherein the predetermined function is a proportional function and the predetermined engine operating parameter is the present base fuel requirement. A method according to any preceding claim, wherein the step of developing a fuelling performance model develops the model as a sum of weighted base fuel requirements determined over the control period and weighted fuel commands issued over the control period. A method according to claim 3, wherein the weights by which the base fuelling requirements and the fuel commands are weighted are selected by (a) determining a characteristic equation of the developed model, (b) determining the roots of the characteristic equation, (c) selecting the weights so as to place the roots of the characteristic equation within predetermined regions. A method according to claim 4, wherein the predetermined regions are within the unit circle in the Z domain. A method according to any preceding claim, comprising the step of measuring engine operating parameters indicative of an engine transient manoeuvre magnitude; determining a transient compensation value as a predetermined function of the measured engine operating parameters; and adjusting the present fuel command on the basis of the determined transient compensation value.

Inventors: TANG DAH-LAIN, TANG, DAH-LAIN
Applicants: GEN MOTORS CORP, GENERAL MOTORS CORPORATION
Application year: 1994
Main classification: F02D41
IPC codes: F02D41